2010 Honda Insight EX Navi Review

This Honda Insight lists for about $5000 more than our similarly equipped Four Seasons Fit. The extra money nets you a continuously variable transmission rather than the Fit’s 5-speed manual or automatic transmission, two inches more in length (the cars have identical width and track), nicer floor mats, and, oh yeah, Honda’s Integrated Motor Assist Technology. The hybrid scores a whopping 12 mpg better in the city and 8 mpg better on the highway. And yet, it drives very similar to the Fit, not surprising since they share many suspension components. In fact, the most noticeable difference on the road is not due to the Insight’s electric motor but rather to its transmission. The CVT eliminates the engine drone that afflicts the Fit at highway speeds. Around town though, it makes the Insight feel more sluggish, and doesn’t offer the precision of Honda’s excellent manual shifter.

Honestly, if I were in the market for a small Honda, I’d pass over both these offerings and get a Civic, even if it meant scrimping on options. The Fit offers great interior versatility, and the Insight has exceptional mileage, but the Civic is the best all-around car, especially for those who do more than occasional highway driving.

Want to know how Honda was able to undercut Toyota in the hybrid pricing war? Take a quick look inside the Insight’s cabin. Apart from some upscale fabric on the seats, much of the materials – dash panels, door trim, and all – seem as if they’re pulled directly from the Fit.

Also, the powertrain is nowhere as sophisticated as that in the Prius, but the Insight is still quite efficient. On a brief jaunt to Dexter, Michigan, I was able to keep my fuel consumption in the 40-mpg range, and the nifty three-dimensional speedometer glowed green or aqua whenever my driving was earth-friendly.

I’m a bit perplexed by the combustion engine itself. I thought a vintage Honda moped was following me for a while, until I popped the hood. That slow ‘tick-tick-tick’ was coming from the Insight’s 1.3-liter I-4, which has a surprisingly low idle speed.

Later, I managed to gain some rear-seat time in the Insight – although I wish I hadn’t. The rakish roofline eliminates virtually all headroom for a 5′10″ gentleman like myself. And the simplistic rear axle, borrowed from the Fit, produces a harsh ride, sending my cranium into the headliner over every speed bump.

This car has one purpose and one purpose only: to be a cheap hybrid. Not a high-tech hybrid. Not an innovative hybrid. Not a Prius-beater. Not a Ford Fusion Hybrid-beater. Not a technological showcase for Honda. Not a mileage champion, although it is certainly capable of providing decent mileage. Anyone who expects the Insight to be any of these things will be disappointed. There’s nothing special here, folks: it’s just a cheap little hatchback, well-engineered and decently packaged, priced to sell to people who have felt locked out of the hybrid game. It is not for Susan Sarandon to drive to the Oscars.

This Insight isn’t perfect, but it’s a big step forward from the previous car especially in terms of packaging. It’s comfortable, roomy, and rides pretty well. Engine NVH is disappointing, though, and is surprisingly rough on startup which, as Rusty noted, happens pretty much whenever commencing forward motion. The distinct lack of steering feel is very un-Honda-like and a huge let down.

The interior has excellent ergonomics, good fit, and cubbies galore. The seats are a little flat but fairly comfortable. Too bad about the cheap seat fabric, though. It feels especially bargain-basement on the center console where a soft-touch plastic would have been a better choice. The lighting around the digital speedometer is really cool. Not only does it look great, it’s informative-running the spectrum between bright green to deep blue depending on how frugal your driving is. It’s a great way of keeping the mpg-obsessed hybrid driver’s eyes on the road rather than looking down at the gauges.

Color me disappointed. As a Honda devotee (possessing two cars, one jet ski, one disassembled motorcycle by this brand) I expected a serious Prius fighter here. Size and exterior appearance are appropriate for these thin-wallet times. However, while the 40mpg or so I observed is impressive and both the acceleration and braking are acceptably smooth and strong, I tripped over countless gaffes of execution. The view through the Insight’s near-horizontal rear window is distorted and blocked by body framing, especially that annoying horizontal bar. When entering the rear seat, adults will either bang their head or scrunch their neck; tall folks get both forms of punishment. The center-rear position is worthless from a comfort standpoint except for very short trips. The ride is rocky over Michigan-grade (poorer than poor) surfaces. And the steering has no sense of straight ahead combined with heavy friction which forces you to keep applying corrections to maintain lane position on the highway. Note to Honda’s Insight design and development team: get back to work and don’t quit until you do better.

Base price (with destination):	$23,100
Price as tested:	$23,770
Options:
None
Fuel economy:	40 / 43 / 41 mpg (city/hwy/combined)
Engine:
Size:	1.3L SOHC 4-cylinder
Horsepower:	98 hp @ 5800 rpm
Torque:	123 lb-ft @ 1000 rpm
Electric Motor:
Horsepower:	13 hp @ 1500 rpm
Torque:	123 lb-ft @ 1000 rpm
Transmission:	Continuously Variable Transmission
Weight:	2734 lb
Wheels/Tires:	15 x 5.5-in aluminum wheels
	P175/65 R15 all-season tires